Safety train-control apparatus.



APPLICATION FILED MAR. 22, 1913.

Patented Nov. 24, 1914.

Iwovntor WMmewe 'tllilttltli sa aries earner enrich.

FRANK I. JONES, OF BALTIMORE, MiiRYLA'N'D, ASSIGNOR TO THE JONES SAFETY TRAIN CONTROL THIN 0F MARYLAND.

COMPANY, 01? BALTIMORE, MARYLAND, A CORPORA- SAFETSZ' TRAIN-CONTLRQL APPARATUS.

Specification 0! Letters latent.

Application filed March 22, 1913.

To all whom it ma 1 concern Be it known that 1, FRANK '1. Jones, a citizen of the United States, residing at Baltimore, in the State of lrlaryland, have invented certain new and useful Improvemerits in Safety Traindlontrol Apparatus, of whici'i the following is a specification.

' This invention relates to an improved safety train control apparatus.

The invention has particular reference to a controlling device similar to that set forth in U. Patents Numbers 1,010,371 and 1,010,372 granted November 28th, 1911..

One object of the present invention to provide an improved arrangement of devices and circuits whereby one contact shoe may be utilized to coact with the caution ramp rails and also with the stop ramp rails and to give a signal of safety while traveling over said rails provided the track ahead is clear.

Another object is to provide an inun'oved means whereby the contact may maintain a circuit on the vehicle that will prevent the operation of an air-brake or other valve during the time the vehicle is traveling hetween ramp rails and also while the shoe is easing a signal contact rail.

ith these and other objects in view, the accompanying; drawing illustrates in a diagrammatic Way an application o'ftthe invention wherein,

Figure 1, shows the track railsol two blocks or sections: the signal and stop ramp rails with their local current supplies and the devices and. circuits on the vehicle, and Figs. 2, 3 and 4 illustrate the three posi- 0., trons oi? tire contact shoe.

Beferringynow to the drawing the numeral, 1, designates one of the track rails of a block or section on which the vehicle travels,an insulation, 2, being provided. to separate the rail of one hloch or so tion from the rail of the next adjoining hloclii or section. Two ramp rails, 3, and, L, are also provided prer'cral'ily adjacent to the entrance to each hlock section,---tho ramp rail, 3, heing a cautionsignal ail and the ramp rail, 4, being a stop rail. By referring to Figs. 1, 3 and t oi the rowing it will he noted that the ramp rail, 3, has position in a horizontal plane helow that in which the ramp rail, l, is situated, and further,

Patented Nov. 2a, 11 914i.

Serial No. 756,085.

that the rail, 3, located at the exit end of a block or section while the rail, 4, is located at the entrance end of the next adjoining hlock. 'lhcse latter locations however, while desirable, are not'cssential.

Each caution and stop ramp rail is normally, and during conditions of safety, connected to one side of a current supply.

Inthe presentinstance the caution ramp rail, 3, is shown connected by a wire,-5. and armature, (3. and wire, T, to one side of a battery, F The stop rail, l, has a wire connection, 9, which leads to an armature, 10, and a wire, 11, normally connects the armature with one side of a battery, 1-2. The other sides of batteries, 8, and, 112, are connectcd hy wires, 13, and, l-l, respectively, to ti 2 track, rails. l. hut normally there is no connection hctwecn either ramp rail, 3, or, i, and either rail. 1, so that the circuits are not normally completed from either hattery, is, or, '12, through either ramp rail, 3, or, i.

An electromagnrct, 15, is so situated with respect to tln armature, l), as to normally attract the latter during periods of safety, so as to maintain the connection hctwcen the one side of hattery, 8. and the caution ramp rail, 3, and said magnet, 15, is kept energized by means of a circuit through wires, 16, and, 17, which circuit includes a current supply "roin a clear block or section ahead as lully disclosed in said prior patented tructures ol November-18th,1911. Another clectro-niagnct. i8, is provided to normallj" attract armature, 10, and maintain a connection Prom-one side of a battery, 12, to stop ramp rail, 4, and a circuit is formed hy wires. 19, and, 20, through said magnet, l'r' which latl'cr circuit includes a current supply also from a clear hloclc or section ahead as is also fully set forth in said prior patents.

it will thus he understood that as long, as the track ahead is clear both magnets, 15, and, 19, will he kept energized and the eonumitions hetwcen one side of battery, 8, and the ramp rail. 3, and hctween one side of hall '12. and ramp rail, 4, will he uiainlaim-d. (in the other hand if the track ahead is occupied hoth magnets, 15, and, Ill, will heroine deem-rgiiced and the normal condition lrom one side, of the battery, 8,

, the other plate.

* understood that when the bar or heed,

- l2, and temp rail,

device and in so for the present inven-'- tion is concerned the said controlling device may be an air-brclte valve, e, steam throttle velvevor a current suoply switch, therefore it is to be undcrstooo that i. using the expression controlling valve or controlling device it is to be construed meaning any device that will shut oi? the power or apply the b tLli'ES.

in the present diagrammatic illustration the controlling device, 21, the form of a valve which is preferably located in the cab of the vehicle and said device has am. arm, 22, which is uormally held in such position as will permit the vehicle to advance 1171].(3- stricted and under power, will therefore be termed the running osition. The vehicle also has a contact shoe, which sustained in such :i Way as to have vertical or up-eud-down movement and the shoe ecu ties at contact bar or heed, 24:, which letter isihsulcted from the shoe elthough'moved by theletter, The contact her or heed, 24:, normally has position so as to engage two spaced contact plates, 25, and, 26, which. are also on the vehicle-so as totclose s circuit from one plate through the b ,i or. heudto Au electrosceguct, 27, is clso cerried on the vehicle is also a current supply, like battery, 28, and a wire or connection, 29, extends from one side of thecurrent supply or bcttery to the said elcctro-meguet. Another Wire, 30, extends from; the 'electro-maghet to the contact] plate, 26, on the vehicle while still another Wire, 31, extends from the othe contect plete, :2- to the other side of the battery From the foregoing explanation, it will be ml, bridges acioss and connects contact plates, 25, and, 26, a circuit will be established from battery, 28, by wire, 29, to electro-mcghet, 27; then by Wire, 30, to contact, 26; then through bar on head, 24, to contact, 25, and by Wire, 31, back to the battery. This circuit will be maintained as long as the but or head, 24, closes across the gap between the contact plates, 25, and, 26, and consequently the elective-magnet, 27, will be ltept energized during the maintenance of such circuit.

The function of the electromiegnet, 2? is to attract the arm, 22, of'the controlling device and hold the latter in such a position as to keep the said device. in the running position as long as the magnet is energized.

In addition to the normal running'circuit above described the vehiclehos Wiring for substitute circuit which is entirely separate and independent of the normal running ch, cuit end this substitute circuit Wiring is the Wheel, 35, end then to truck caution or stop ramp reils,'3, oryi. This suhc-utu e wiring includes at Wire or other COIHLM ion, 32, from the shoe, to the clecti'ociuugnet, 27, and another connection or wire, from the electro-mugnct to the axle, [ii the vehicle and from the mile to it will thus be noted that the elect magnet, 2?,hus two 'indings,--ouc of u/h receives current from vehicle b: and the other which will receive l1 [:1 "from the local treclt battery, 8, as wi eiutly be o1 iced, and long as or from either of sources of uuppi passed tl'u'om'h the electric-magnet the latter will wept energized and the-controlliiy 4i, be held in the rimming poll-- he substitute wiring on the vehicle also includes u brooch, 86, which from 3:2, to sigma], such as e b lamp, 3}", and fioiii the extends to curl connects with i to operate the .reeched will hes ceutiou rail, 3, which shown'in both Figs. 1 and of the draw hes a point Ti lie), the vehicle re,

to up on. the

Where the contact shoe will 1 caution mil, 3, and engage the l: 1i7ti:1',"i3l18' upwoi'd movement of the shoe and the head, 24%, will not be suficient to carry the head from between the contact plates, 25, and, 2G, consequently the eleetricel connection from plate, 25, through the head, 24-, to

platc,'26, will be meihtuiiiedaud the normal running c1 cult irom buttery, 28, through electiomegluet, Q'Z, 'Wil.l not be changed or "hoe is on the caution rompcrcil, mg the period that shoe, 23, tIEWGlS over the caution romp reil, 3, however, it circuit additional broken while We 'to the Hormel, ruimine circuit, will be formed to 9517643 sighs indicating the-it the track is cieec, safety conditiohs exist ahead. This safety signal, 3?, is located the oath of the vehicle and may he 9, hell or other device. To cctuete'this signal coutcct shoe, 2 3,

provided, of course, that i to and the wheel, 35, of the circuit iii-om the local, caut1on-rail battery, 8,-the circuit being from one sicle of thebattcry, 8, by Wire, 7, to armature, 6, g and wire, 5, to caution ramp-rail, 3; then by shoe, 23, and Wires, 82, and, 36, to signal, 137, then return by Wires ZBS, and, 33, to ante, 3st, and wheel, 35, then to rail, 1, and Wire, 1%, hack to the local signal battery, 8. From t e foregoing it will'be seen that when the contact shoe engages a caution ramp rail, not only will the normal circuit on the vehicle be maintained but if the track is clear, current from local battery, 8, will be picked. up from the ramp rail, 3, and conducted through the signal, 37, so as to advise the operator that the roarl is clear. If on the other hand the track aheacl is not clear the eleotro-magnet, 15, will become cleenergisecl and allow armature, 6, to drop thus cutting ofl the connection between the ramp rail, 3, and one side of battery, 8, so that no current can be picked up by the shoe from said caution ramp rail, consequently the signal on the vehicle will not operate to indicate a clear track because of the lack of current in the ramp rail and the failure to get a clear signal will warn the operator to go cautiously and cutilown speed. Whether the track ahead is clear or not however, the normal circuit on the vehicle from battery, 28, to electroniagnct, 27, will he maintained during the travel of the shoe, 23, over the caution ramp rail because the height of the said caution rainp rail is not sutlicient to raise the head or bar, 2 1-, entirely above the contacts, 25, and, 26. Atter the above leaves the caution ramp rail, 3, it will return to its normal lowered posh N tion, as shown in Fig. 2, and will remain in this latter position until the stop ramp rail, l, is reached. It now, the track ahead is clear and the shoe rides up onto the stop ramp rail, l, as shown in Fig. at, the normal running circuit on the vehicle will be broken because the slice "will be elevated sullicicntly to move the head or bar, 2 1:, entirely out of contact with plates, Q5, and, 26, but simultaneously with the said upward movement, 5i) the shoe will complete a substitute circuit through the elcctro-niagnet, 27, on the vehicle fromthc local stop rail battery, 12, and by this means lreep the magnet, '27, en

' "-cl uncl keep the emit/rolling device in position. This substitute circcinpleteil as follows: From one side ttcry, 12, by Wire, 11, to armati'lre, e, 9, to stop ramp rail, t; then which letter at that time til to wire, 2352,

ii, to energize lime; ilc'vic in n by wire,

, ram, 255, to i ll, 1, and by 11o the other race ct battery,

will effect a completion tially up When completing this substitute circuit through the stop ramp rail the road must be clear ancl 1 again utilize the branch, 36, Sliglllftl, 37, and wire, 38, to give a clear signa while the slice is passi'n over the stop rail. On the other hand '1' the track ahead is occupiotl or unsafe the electro-magnot, 18, in the local track circuit will be deenergized and by releasing the armature, 10, will break the eonui'iction from the one side of battery, 19, to stop ramp rail, 4, consequently the shoe, 23, would not pick up a current from the stop ramp rail but would brealr the normal vehicle circuit thus deenergising magnet, 27, andallowing arm, 22, to drop so as to move the controlling device, 21, to the stop position.

From the foregoing explanations it will be seen that but one shoe is utilized to engage both caution and stop ramp rails; that the shoe in. operation may be moved to one of three positions, to-witz full down while traveling between ramp rails; parwhen traveling over a caution ramp rail and full up when traveling over.

stop ramp rail; that in two positions the normal running circuit on the vehicle will be maintaiiue that in two positions when the roacl is c car a clear signal will be in dicatecl; that in one (full up) )osition a substitute current will be iclre up from the stop ramp rail, provi ed the roaclfis clear, and that this latter circuit is entirely separate and independent of the normal running circuit on the vehicle because ofthe double winding of the vehicle magnet. 27.

Having thus described my invention what I claim and desire to secure by Letters Patent isz-- 1. The combination with the track rail, of a caution ramp rail; a stop ramp rail; it current supply having one side normally con nected to the caution ramp rail; a second cur rent supply having one side normally conucctcol to the stop rump rail; avehicle having a controlling device; an elcctro-magnet and a circuit includin" a third current supply and Shld electro'nu gnet; a contact shoe also on the vehicle; a signal device on the vehicle;

means for establishing a circuit from the first-named current supply through the signal when the contact shoe passes over a can tion ramp rail; means actuated by the contact shoe for interrupting the circuit of the said third current supply through the said elecl'a'o iaguet when the contact shoe engages the stop ramp rail and means for 05- tublishing a circuit from the second current supply and stop ramp rail through the said i-lcctro magnet on the vehicle when the track ahead is clear and while the contact shoe is inc; over the stop ramp rail.

l 23. The combination with the track rail, of a caution ramp rail; a current supplyhaving one side connected to the caution ramp rail;

famp 3; sscomi current supply having voiii umde connected t0 said. stop ramp milg.

ic ie iizwin a, controlling" device; an magnet 101' eontroliing said device; :1- uii'cuit on the Vehicle and including a third current sup aly and. said electro magnet; :1 conixuc'i; shoe uni-Cue vehicle; means actuate by than contact shoe for normally mniniuiniug tbs circui; from the third currough shuns-magnet means so maintaining said. circuifi; While the shes is in engagement with the caution signal mil; a signal device an the vehicls; means Em? sbablishiug a circuit from the mm at supply 01? 4111s caution im up mil caution ramp mil; means whereby the: mavement of the shoe onto the h gher ramp rzul- W111 interrupt the amount on the vehicle 1 1 am ths said; third current supply, through the electro-magnet and means for substituting a current from the said second current supply and stop ramp rail through the electro-magnet to keep the latter energized during periods of safety While the shoe is in engagement with the stop ramp-mil.

In testimony whereof I afliX my signature in presence of two witnesses.

FRANK Tu JONES.

v J'ituesses G. Emu. V001, CHARLES P. MANN. J2" 

